dillinger hütte gtsdillinger hütte gts supplied 4,900 t of heavy plate ... various strategies were...
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Dillinger Hütte gtS
S T E E L S F O R C O N S T R U C T I O N A L S T E E L W O R K : D I - M C
Dillinger Hütte gtS
Steel content of deck: 36,000 t
Total weight: 290,000 t
Length: 2,460 m
Total costs: 394 million E
Pier height: up to 245 m
Total height: 343 m
Spans: 6 x 342 m
2 x 204 m
Height of deck: 4.20 m
Width of deck: 32 m
Seven towers: Individual weight each: 650 t Height: 88 m 22 cables per tower
Duration of construction work: 38 months (2 million working hours)
Duration of concession: 78 years (including construction)
Concessionaire: Compagnie Eiffage du Viaduc de Millau
Designer: Michel Virlogeux
Architect: Norman Foster
Preliminary draft: SETRA
Stress analysis: Greisch, EEG Simescol, Tháles E et C, Serf, STOA Eiffage, Arcadis
Construction consortium (consortium leader): Eiffage TP
Concrete works: Eiffage Construction
Structural steel (prime contractor): Eiffel Construction Métallique
Heavy-plate deliveries: Dillinger Hütte GTS
Millau Viaduct:Facts and figures
Partners involved
Although it is the Millau Viaduct which has captured the attention of the world, we
should not forget that the completion of this alternative traffic route also necessita ted
the construction of two other exceptional bridges.
One is the Verrières Viaduct, a 720 m long composite bridge with a main span of
144 m at heights of up to 140 m, located 20 km to the north of Millau. This bridge‘s
cross-section is made up of a rectangular 7 m wide and 4.5 m high box section stiff-
ened with trapeze hollow stiffeners with projecting hollow sections and the resiliently
braced concrete carriageway deck. Dillinger Hütte GTS supplied 4,900 t of heavy plate
for this structure, including significant quantities of its high-strength DI-MC 460 fine-
grained structural steel, especially for the highly-stressed towers. Thus, it was possible
to reduce the construction’s weight as well as to optimise the assembling by using
the incremental launching technique.
Also worthy of mention is the Garrigue Viaduct with its steel content of 1,750 t.
The cross-section is divided into two parts having each two 2.65 m high longitudinal
girders in a 5.80 m distance. In dis-
tances of 7.4 m, the girders are stiff-
ened with cross bonds made of
HEA 600 profiles. The cross girders
above the towers and abutments,
however, are made of welded plate
girders. The 340 m long bridge is
divided into 5 fields with a length of
59 m, 3 x 74 m and 59 m.
For the first time DI-MC 460 T in thick-
ness ranges of as much as 120 mm
was used in the upper flange of the
beams above the towers. In the lower
flange DI-MC 460 T was used in
thickness of 110 mm. About 290 t
of this steel quality were supplied
for this premiere.
All good things come in threes
AG der Dillinger Hüttenwerke GTS IndustriesMarketing MarketingD-66748 Dillingen/Saar F-59379 Dunkerque CedexPostfach 1580 BP 6317Telefon: +49 6831 47 21 46 Telefon: +33 3 28 29 31 56Fax: +49 6831 47 99 21 46 Fax: +33 3 28 29 69 12
e-mail: [email protected]://www.dillinger.de
Einzelseiten_ENG_cs4.indd 1 16.09.11 11:16
Foto: eiFFel C.M.
MillAU ViADUCt
For long years it has been a dream, now it has become reality: the great Millau Viaduct
was opened to traffic on 16 December 2004, closing the last remaining gap in France’s
second north-to-south link, the A75 autoroute.
This elegant architectural masterpiece truly deserves its status as a record-
holder. Not only is it the world‘s highest bridge, with a height of 343 m,
crossing the Tarn River at an altitude of 270 m; its construction time of just
thirty-eight months and its costs (around 400 million E) may well also be on
course to enter the record books.
Planning for this stupendous project started in the late 1980s. As France’s
classical north-to-south route through the Rhône valley is always over-
stretched in the summer months it was an obvious step to create an alter-
native connecting route – straight through the Massif Central, the precipitous
hill region at the heart of France. But there was, above all, one natural
obstacle: the broad valley of the River Tarn, close to the well-known village
of Millau – well-known for its almost never-ending traffic jams every summer.
Thus the decision was taken to bridge the valley with a 2,460 m long
viaduct.
The decision to construct
a multiple-cable-stayed
bridge consisting of eight
spans (outer spans 204 m
each, and six inner spans,
each 342 m), according to a
design largely contri buted
by British star architect Sir
Norman Foster, was taken
in 1996.
he planning and imple-
mentation of the project
were accomplished on
a concession basis; the
concession ends seventy-
eight years from the
start of construction, with
the bridge’s service life
estimated at 120 years.
The target of shortening
the construction period,
and thus receiving income
from tolls at as early as pos-
A bridge-construction world record
A multiple-cable-stayed bridge design
Modern steels permit cost-efficient
production
Series fabrication and sophisticated
erection
sible, was the reason for French construction group EIFFAGE and its subsidiary, Eiffel
Construction Métallique, to draft a bridge consisting of a steel bridge deck and towers,
being contrary to the original draft of a prestressed concrete bridge. This was, however,
not the only convincing argument in favour of a steel solution (see box below), selec-
tion of which was confirmed in March 2001, with the start of construction work in the
following October.
Within thirty months, Dillinger Hütte GTS supplied virtually 43,000 t of steel for the
carriageway deck, the towers and the temporary piers used
during construction.
Not only the company’s broad range of dimensions and special
steel grades favoured the selection of Dillinger Hütte GTS – it
goes without saying that supply logistics must also be tailored
in detail to such a project.
Sophisticated selection of the steels to be used also made
it possible to reduce production costs and shop processing
times, via the use, for example, of plates with widths ranging
up to above 4,200 mm and lengths up to 23 m.
This permitted an optimisation of the assembly of the deck
from individual sections, with-out the need for additional
welds. The use of blasted and primered plates also reduced fabrication time and costs.
Almost half the structure consists of high-strength fine-grained DI-MC 460 structural
steel.
The special production process used,
known as thermomechanical rolling,
allowed the achievement of high
strengths combined with excellent
weldability. Thanks to this combina-
tion, it was possible, on the one hand,
to dispense with time- and cost-
intensive preheating in the fabrica-
tion shop, while on the other hand
simultaneously re ducing the weight
of the deck structure, a significant
factor in erection using the incremen-
tal launching method. DI-MC 460 was used primarily for the centre box sections of the
deck (in thickness ranges of up to 80 mm) and for the towers. A plate thickness of even
120 mm was selected for the base elements of the towers.
Eiffel Construction Métallique produced some 2,100 stiffened panels, a production rate
of around four per working day, from plate and hollow sections at its workshops shops in
Lauterbourg (Alsace). Following transportation to the site, these elements were welded
together for a total length of more than 170 m at the two preassembly yards on each abut -
ment. The central box sections had previously been preassembled at Fos-sur-Mer. As
many as seventy-five welders were at times employed on each of these preassembly yards.
Various strategies were deployed to master the enormous cantilever action encountered
during the erection from the two abutments. Temporary telescopic piers were used, for
example, to reduce the bridge‘s span during installation, a steel nose was also employed,
and a tower completed with cabling was also inserted in each case. After joining the two
deck elements from the north and the south on 28 May 2004 the remaining towers and
cables were installed and the temporary piers removed after completion of the bridge.
Such outstanding engineering achieve-
ments truly deserve our admiration, and the
viaduct is receiving this richly: More than
500,000 people have now taken guided
tours of the site during the construction
phase, and intensive “bridge-viewing
tourism” is also anticipated for the future –
it’s a sight well worth seeing.
– Lightweight, slender bridge deck (36,000 t compared to 120,000 t for concrete)
– Reduction of box girder height to 4.20 m (lower wind exposure)
– Safety: Prefabrication, preassembly and the incremental launching technique
reduced the need for work at great heights
– Minimisation of the number of inclined tension cables and foundation work
– Durability (120 years)
– Reduction of overall project costs
Total: appr. 43,000 t November 2001 to end of 2003 (1,600 to 3,000 t per month)Steel deck: appr. 36,000 t Towers: 4,600 t Temporary piers (part): 2,400 tAmong this: – S 355 K2G3 (≤ 30 mm): 20,400 t box girder panels and towers– S 355 N/NL (30 - 80 mm): 3,800 t – DI-MC 460 (10 - 120 mm): 18,000 t center box section, various girder panels, towers
and the tower feet in the deck– S 460 QL1 (130 - 200 mm): 172 t for erection auxiliaries
Around 60% of plate material was supplied in blasted and primered condition.
The advantages of using steel
DH-GTS deliveries for the Millau Viaduct
14,02 m 14,02 m4 m
4,20 m
CablesHollowstiffeners
Centralbox
Sidepannels
Einzelseiten_ENG_cs4.indd 2 16.09.11 11:16
Foto: eiFFel C.M.
MillAU ViADUCt
For long years it has been a dream, now it has become reality: the great Millau Viaduct
was opened to traffic on 16 December 2004, closing the last remaining gap in France’s
second north-to-south link, the A75 autoroute.
This elegant architectural masterpiece truly deserves its status as a record-
holder. Not only is it the world‘s highest bridge, with a height of 343 m,
crossing the Tarn River at an altitude of 270 m; its construction time of just
thirty-eight months and its costs (around 400 million E) may well also be on
course to enter the record books.
Planning for this stupendous project started in the late 1980s. As France’s
classical north-to-south route through the Rhône valley is always over-
stretched in the summer months it was an obvious step to create an alter-
native connecting route – straight through the Massif Central, the precipitous
hill region at the heart of France. But there was, above all, one natural
obstacle: the broad valley of the River Tarn, close to the well-known village
of Millau – well-known for its almost never-ending traffic jams every summer.
Thus the decision was taken to bridge the valley with a 2,460 m long
viaduct.
The decision to construct
a multiple-cable-stayed
bridge consisting of eight
spans (outer spans 204 m
each, and six inner spans,
each 342 m), according to a
design largely contri buted
by British star architect Sir
Norman Foster, was taken
in 1996.
he planning and imple-
mentation of the project
were accomplished on
a concession basis; the
concession ends seventy-
eight years from the
start of construction, with
the bridge’s service life
estimated at 120 years.
The target of shortening
the construction period,
and thus receiving income
from tolls at as early as pos-
A bridge-construction world record
A multiple-cable-stayed bridge design
Modern steels permit cost-efficient
production
Series fabrication and sophisticated
erection
sible, was the reason for French construction group EIFFAGE and its subsidiary, Eiffel
Construction Métallique, to draft a bridge consisting of a steel bridge deck and towers,
being contrary to the original draft of a prestressed concrete bridge. This was, however,
not the only convincing argument in favour of a steel solution (see box below), selec-
tion of which was confirmed in March 2001, with the start of construction work in the
following October.
Within thirty months, Dillinger Hütte GTS supplied virtually 43,000 t of steel for the
carriageway deck, the towers and the temporary piers used
during construction.
Not only the company’s broad range of dimensions and special
steel grades favoured the selection of Dillinger Hütte GTS – it
goes without saying that supply logistics must also be tailored
in detail to such a project.
Sophisticated selection of the steels to be used also made
it possible to reduce production costs and shop processing
times, via the use, for example, of plates with widths ranging
up to above 4,200 mm and lengths up to 23 m.
This permitted an optimisation of the assembly of the deck
from individual sections, with-out the need for additional
welds. The use of blasted and primered plates also reduced fabrication time and costs.
Almost half the structure consists of high-strength fine-grained DI-MC 460 structural
steel.
The special production process used,
known as thermomechanical rolling,
allowed the achievement of high
strengths combined with excellent
weldability. Thanks to this combina-
tion, it was possible, on the one hand,
to dispense with time- and cost-
intensive preheating in the fabrica-
tion shop, while on the other hand
simultaneously re ducing the weight
of the deck structure, a significant
factor in erection using the incremen-
tal launching method. DI-MC 460 was used primarily for the centre box sections of the
deck (in thickness ranges of up to 80 mm) and for the towers. A plate thickness of even
120 mm was selected for the base elements of the towers.
Eiffel Construction Métallique produced some 2,100 stiffened panels, a production rate
of around four per working day, from plate and hollow sections at its workshops shops in
Lauterbourg (Alsace). Following transportation to the site, these elements were welded
together for a total length of more than 170 m at the two preassembly yards on each abut -
ment. The central box sections had previously been preassembled at Fos-sur-Mer. As
many as seventy-five welders were at times employed on each of these preassembly yards.
Various strategies were deployed to master the enormous cantilever action encountered
during the erection from the two abutments. Temporary telescopic piers were used, for
example, to reduce the bridge‘s span during installation, a steel nose was also employed,
and a tower completed with cabling was also inserted in each case. After joining the two
deck elements from the north and the south on 28 May 2004 the remaining towers and
cables were installed and the temporary piers removed after completion of the bridge.
Such outstanding engineering achieve-
ments truly deserve our admiration, and the
viaduct is receiving this richly: More than
500,000 people have now taken guided
tours of the site during the construction
phase, and intensive “bridge-viewing
tourism” is also anticipated for the future –
it’s a sight well worth seeing.
– Lightweight, slender bridge deck (36,000 t compared to 120,000 t for concrete)
– Reduction of box girder height to 4.20 m (lower wind exposure)
– Safety: Prefabrication, preassembly and the incremental launching technique
reduced the need for work at great heights
– Minimisation of the number of inclined tension cables and foundation work
– Durability (120 years)
– Reduction of overall project costs
Total: appr. 43,000 t November 2001 to end of 2003 (1,600 to 3,000 t per month)Steel deck: appr. 36,000 t Towers: 4,600 t Temporary piers (part): 2,400 tAmong this: – S 355 K2G3 (≤ 30 mm): 20,400 t box girder panels and towers– S 355 N/NL (30 - 80 mm): 3,800 t – DI-MC 460 (10 - 120 mm): 18,000 t center box section, various girder panels, towers
and the tower feet in the deck– S 460 QL1 (130 - 200 mm): 172 t for erection auxiliaries
Around 60% of plate material was supplied in blasted and primered condition.
The advantages of using steel
DH-GTS deliveries for the Millau Viaduct
14,02 m 14,02 m4 m
4,20 m
CablesHollowstiffeners
Centralbox
Sidepannels
Einzelseiten_ENG_cs4.indd 3 16.09.11 11:16
Foto: eiFFel C.M.
MillAU ViADUCt
For long years it has been a dream, now it has become reality: the great Millau Viaduct
was opened to traffic on 16 December 2004, closing the last remaining gap in France’s
second north-to-south link, the A75 autoroute.
This elegant architectural masterpiece truly deserves its status as a record-
holder. Not only is it the world‘s highest bridge, with a height of 343 m,
crossing the Tarn River at an altitude of 270 m; its construction time of just
thirty-eight months and its costs (around 400 million E) may well also be on
course to enter the record books.
Planning for this stupendous project started in the late 1980s. As France’s
classical north-to-south route through the Rhône valley is always over-
stretched in the summer months it was an obvious step to create an alter-
native connecting route – straight through the Massif Central, the precipitous
hill region at the heart of France. But there was, above all, one natural
obstacle: the broad valley of the River Tarn, close to the well-known village
of Millau – well-known for its almost never-ending traffic jams every summer.
Thus the decision was taken to bridge the valley with a 2,460 m long
viaduct.
The decision to construct
a multiple-cable-stayed
bridge consisting of eight
spans (outer spans 204 m
each, and six inner spans,
each 342 m), according to a
design largely contri buted
by British star architect Sir
Norman Foster, was taken
in 1996.
he planning and imple-
mentation of the project
were accomplished on
a concession basis; the
concession ends seventy-
eight years from the
start of construction, with
the bridge’s service life
estimated at 120 years.
The target of shortening
the construction period,
and thus receiving income
from tolls at as early as pos-
A bridge-construction world record
A multiple-cable-stayed bridge design
Modern steels permit cost-efficient
production
Series fabrication and sophisticated
erection
sible, was the reason for French construction group EIFFAGE and its subsidiary, Eiffel
Construction Métallique, to draft a bridge consisting of a steel bridge deck and towers,
being contrary to the original draft of a prestressed concrete bridge. This was, however,
not the only convincing argument in favour of a steel solution (see box below), selec-
tion of which was confirmed in March 2001, with the start of construction work in the
following October.
Within thirty months, Dillinger Hütte GTS supplied virtually 43,000 t of steel for the
carriageway deck, the towers and the temporary piers used
during construction.
Not only the company’s broad range of dimensions and special
steel grades favoured the selection of Dillinger Hütte GTS – it
goes without saying that supply logistics must also be tailored
in detail to such a project.
Sophisticated selection of the steels to be used also made
it possible to reduce production costs and shop processing
times, via the use, for example, of plates with widths ranging
up to above 4,200 mm and lengths up to 23 m.
This permitted an optimisation of the assembly of the deck
from individual sections, with-out the need for additional
welds. The use of blasted and primered plates also reduced fabrication time and costs.
Almost half the structure consists of high-strength fine-grained DI-MC 460 structural
steel.
The special production process used,
known as thermomechanical rolling,
allowed the achievement of high
strengths combined with excellent
weldability. Thanks to this combina-
tion, it was possible, on the one hand,
to dispense with time- and cost-
intensive preheating in the fabrica-
tion shop, while on the other hand
simultaneously re ducing the weight
of the deck structure, a significant
factor in erection using the incremen-
tal launching method. DI-MC 460 was used primarily for the centre box sections of the
deck (in thickness ranges of up to 80 mm) and for the towers. A plate thickness of even
120 mm was selected for the base elements of the towers.
Eiffel Construction Métallique produced some 2,100 stiffened panels, a production rate
of around four per working day, from plate and hollow sections at its workshops shops in
Lauterbourg (Alsace). Following transportation to the site, these elements were welded
together for a total length of more than 170 m at the two preassembly yards on each abut -
ment. The central box sections had previously been preassembled at Fos-sur-Mer. As
many as seventy-five welders were at times employed on each of these preassembly yards.
Various strategies were deployed to master the enormous cantilever action encountered
during the erection from the two abutments. Temporary telescopic piers were used, for
example, to reduce the bridge‘s span during installation, a steel nose was also employed,
and a tower completed with cabling was also inserted in each case. After joining the two
deck elements from the north and the south on 28 May 2004 the remaining towers and
cables were installed and the temporary piers removed after completion of the bridge.
Such outstanding engineering achieve-
ments truly deserve our admiration, and the
viaduct is receiving this richly: More than
500,000 people have now taken guided
tours of the site during the construction
phase, and intensive “bridge-viewing
tourism” is also anticipated for the future –
it’s a sight well worth seeing.
– Lightweight, slender bridge deck (36,000 t compared to 120,000 t for concrete)
– Reduction of box girder height to 4.20 m (lower wind exposure)
– Safety: Prefabrication, preassembly and the incremental launching technique
reduced the need for work at great heights
– Minimisation of the number of inclined tension cables and foundation work
– Durability (120 years)
– Reduction of overall project costs
Total: appr. 43,000 t November 2001 to end of 2003 (1,600 to 3,000 t per month)Steel deck: appr. 36,000 t Towers: 4,600 t Temporary piers (part): 2,400 tAmong this: – S 355 K2G3 (≤ 30 mm): 20,400 t box girder panels and towers– S 355 N/NL (30 - 80 mm): 3,800 t – DI-MC 460 (10 - 120 mm): 18,000 t center box section, various girder panels, towers
and the tower feet in the deck– S 460 QL1 (130 - 200 mm): 172 t for erection auxiliaries
Around 60% of plate material was supplied in blasted and primered condition.
The advantages of using steel
DH-GTS deliveries for the Millau Viaduct
14,02 m 14,02 m4 m
4,20 m
CablesHollowstiffeners
Centralbox
Sidepannels
Einzelseiten_ENG_cs4.indd 4 16.09.11 11:16
Dillinger Hütte gtS
S T E E L S F O R C O N S T R U C T I O N A L S T E E L W O R K : D I - M C
Dillinger Hütte gtS
Steel content of deck: 36,000 t
Total weight: 290,000 t
Length: 2,460 m
Total costs: 394 million E
Pier height: up to 245 m
Total height: 343 m
Spans: 6 x 342 m
2 x 204 m
Height of deck: 4.20 m
Width of deck: 32 m
Seven towers: Individual weight each: 650 t Height: 88 m 22 cables per tower
Duration of construction work: 38 months (2 million working hours)
Duration of concession: 78 years (including construction)
Concessionaire: Compagnie Eiffage du Viaduc de Millau
Designer: Michel Virlogeux
Architect: Norman Foster
Preliminary draft: SETRA
Stress analysis: Greisch, EEG Simescol, Tháles E et C, Serf, STOA Eiffage, Arcadis
Construction consortium (consortium leader): Eiffage TP
Concrete works: Eiffage Construction
Structural steel (prime contractor): Eiffel Construction Métallique
Heavy-plate deliveries: Dillinger Hütte GTS
Millau Viaduct:Facts and figures
Partners involved
Although it is the Millau Viaduct which has captured the attention of the world, we
should not forget that the completion of this alternative traffic route also necessita ted
the construction of two other exceptional bridges.
One is the Verrières Viaduct, a 720 m long composite bridge with a main span of
144 m at heights of up to 140 m, located 20 km to the north of Millau. This bridge‘s
cross-section is made up of a rectangular 7 m wide and 4.5 m high box section stiff-
ened with trapeze hollow stiffeners with projecting hollow sections and the resiliently
braced concrete carriageway deck. Dillinger Hütte GTS supplied 4,900 t of heavy plate
for this structure, including significant quantities of its high-strength DI-MC 460 fine-
grained structural steel, especially for the highly-stressed towers. Thus, it was possible
to reduce the construction’s weight as well as to optimise the assembling by using
the incremental launching technique.
Also worthy of mention is the Garrigue Viaduct with its steel content of 1,750 t.
The cross-section is divided into two parts having each two 2.65 m high longitudinal
girders in a 5.80 m distance. In dis-
tances of 7.4 m, the girders are stiff-
ened with cross bonds made of
HEA 600 profiles. The cross girders
above the towers and abutments,
however, are made of welded plate
girders. The 340 m long bridge is
divided into 5 fields with a length of
59 m, 3 x 74 m and 59 m.
For the first time DI-MC 460 T in thick-
ness ranges of as much as 120 mm
was used in the upper flange of the
beams above the towers. In the lower
flange DI-MC 460 T was used in
thickness of 110 mm. About 290 t
of this steel quality were supplied
for this premiere.
All good things come in threes
AG der Dillinger Hüttenwerke GTS IndustriesMarketing MarketingD-66748 Dillingen/Saar F-59379 Dunkerque CedexPostfach 1580 BP 6317Telefon: +49 6831 47 21 46 Telefon: +33 3 28 29 31 56Fax: +49 6831 47 99 21 46 Fax: +33 3 28 29 69 12
e-mail: [email protected]://www.dillinger.de
Einzelseiten_ENG_cs4.indd 5 16.09.11 11:16
Dillinger Hütte gtS
S T E E L S F O R C O N S T R U C T I O N A L S T E E L W O R K : D I - M C
Dillinger Hütte gtS
Steel content of deck: 36,000 t
Total weight: 290,000 t
Length: 2,460 m
Total costs: 394 million E
Pier height: up to 245 m
Total height: 343 m
Spans: 6 x 342 m
2 x 204 m
Height of deck: 4.20 m
Width of deck: 32 m
Seven towers: Individual weight each: 650 t Height: 88 m 22 cables per tower
Duration of construction work: 38 months (2 million working hours)
Duration of concession: 78 years (including construction)
Concessionaire: Compagnie Eiffage du Viaduc de Millau
Designer: Michel Virlogeux
Architect: Norman Foster
Preliminary draft: SETRA
Stress analysis: Greisch, EEG Simescol, Tháles E et C, Serf, STOA Eiffage, Arcadis
Construction consortium (consortium leader): Eiffage TP
Concrete works: Eiffage Construction
Structural steel (prime contractor): Eiffel Construction Métallique
Heavy-plate deliveries: Dillinger Hütte GTS
Millau Viaduct:Facts and figures
Partners involved
Although it is the Millau Viaduct which has captured the attention of the world, we
should not forget that the completion of this alternative traffic route also necessita ted
the construction of two other exceptional bridges.
One is the Verrières Viaduct, a 720 m long composite bridge with a main span of
144 m at heights of up to 140 m, located 20 km to the north of Millau. This bridge‘s
cross-section is made up of a rectangular 7 m wide and 4.5 m high box section stiff-
ened with trapeze hollow stiffeners with projecting hollow sections and the resiliently
braced concrete carriageway deck. Dillinger Hütte GTS supplied 4,900 t of heavy plate
for this structure, including significant quantities of its high-strength DI-MC 460 fine-
grained structural steel, especially for the highly-stressed towers. Thus, it was possible
to reduce the construction’s weight as well as to optimise the assembling by using
the incremental launching technique.
Also worthy of mention is the Garrigue Viaduct with its steel content of 1,750 t.
The cross-section is divided into two parts having each two 2.65 m high longitudinal
girders in a 5.80 m distance. In dis-
tances of 7.4 m, the girders are stiff-
ened with cross bonds made of
HEA 600 profiles. The cross girders
above the towers and abutments,
however, are made of welded plate
girders. The 340 m long bridge is
divided into 5 fields with a length of
59 m, 3 x 74 m and 59 m.
For the first time DI-MC 460 T in thick-
ness ranges of as much as 120 mm
was used in the upper flange of the
beams above the towers. In the lower
flange DI-MC 460 T was used in
thickness of 110 mm. About 290 t
of this steel quality were supplied
for this premiere.
All good things come in threes
AG der Dillinger Hüttenwerke GTS IndustriesMarketing MarketingD-66748 Dillingen/Saar F-59379 Dunkerque CedexPostfach 1580 BP 6317Telefon: +49 6831 47 21 46 Telefon: +33 3 28 29 31 56Fax: +49 6831 47 99 21 46 Fax: +33 3 28 29 69 12
e-mail: [email protected]://www.dillinger.de
Einzelseiten_ENG_cs4.indd 6 16.09.11 11:17